Governing mechanism for throttle-valve closers



2 Sheets--Sl1eet 1.

(No Model.)

X Patented May 31,1898.

@Wmmw 2 Sheets-Sheet 2.

(No Model.)

J. R. REYNOLDS. V I GOVERNING MECHANISM FOR THROTTLE VALVE GLOSEES. 7 0:60 4,840.

Patented May 31,1898;

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JOHN R. REYNOLDS, OF HARTFORD, CONNECTICUT.

GOVERNING MECHANISM FOR THROTTLE VALVE CLOSERS.

SPECIFICATION forming part of Letters Patent No. 604,840, dated May 31,1898.

Application filed February 28, 1898. Serial No. 671,889. (No model.)

To aZZ whom, it may concern:

Be it known that I, JOHN R. REYNOLDS, a citizen of the United States,residing at Hartford, in the county of Hartford and State ofConnecticut, have invented certain new and useful Improvements inGoverning Mechanisms for Throttle-Valve Closers, of which the followingis a specification.

This invention relates to the mechanisms which are employed forcontrolling the movements of throttle-valve closers of the class setforth in United States Letters Patent Nos. 599,013 and 599,014, grantedFebruary 15, 1898.

The object of the present invention is to provide a simple and durablemechanism which will easily and quickly, but with little motion,exercise sure and perfect control over the movements of such a closerwhen set in operation by a powerful spring or weight for closing a largeor small throttle-valve.

The embodiment of the invention illustrated by the accompanying drawingshas a spring or weight actuated spindle with a wheel adapted to beconnected with a wheel on the spindle of the throttle-valve to beclosed, a train of differential gears connected so as to be brought intooperation by the rotation of the spindle, and a plural number of pistonslocated in oppositelyfacing cylinders and provided with means wherebythey simultaneously receive very slow motion in opposite directions fromthe rapid rotation of the spindle through the action of thespeed-reducing gears, as more particularly hereinafter described, andpointed out in the claims.

Figure 1 of the drawings illustrates a plan of a throttle-valve closerembodying the invention with the cover removed and the electric trippingmeans omitted. Fig. 2 illustrates a vertical section of the same closer,taken longitudinally of the spindle. Fig. 3 illustrates a verticalsection taken transversely of the spindle through the oppositely-facin gcontrolling-cylinders; and Fig. 4 illustrates a Vert-ical section takentransversely of the spindle through the oppositely-facingcontrollingcylinders, showing a modified arrangement of connecting thepistons.

The case 1 may be built of any suitable material to any approved shapefor inclosing the mechanisms. The spindle 2 is supported by standards 3and 1. Outside of the case the spindle bears a pulley 5, upon theperiphery of which a weight cord or band may be wound to rotate or aidin the rotation of the spindle, if necessary. Aj ustably attached to thepulley is a sprocket-Wheel 6, that is adapted to be connected by acommon sprocket-chain with a corresponding sprocket-wheel on the spindleof any throttle-valve which it is desired to be closed by the operationof the closer. Inside of the case the spindle bears a barrel 7, that isadapted to receive any common form of driving-spring. One end of thedriving-spring may be attached to the walls of the barrel, while theother end may be attached to the stud 8, that is held by the standard 9and is used to assist in supporting the barrel. Either a spring or aweight, or both, may be utilized as a source of motive power. When thethrottle-valve is opened through the sprocket wheel and chain, thespindle is rotated and the power of the spring or weight, or both, asthe case may be, is stored for rotating the spindle in the reversedirection and closing the valve when an emergency arises and instantstopping of the engine is necessary. Any common form of catch and tripmechanisms, such as set forth in. the above-mentioned patents, may beused for retaining the parts set and for tripping the catch wheninstantaneous action is required. Mounted upon a stud projecting fromthe spring-barrel is a gear 10. This gear meshes with a pair ofdifferential gears 11 and 12, one of which is fast to the standard 3 andthe other attached to a sleeve 13, that is loosely supported by thestandard. One of the gears has more teeth than the other, and as thebarrel-gear revolves the gear attached to the sleeve is rotated veryslowly. This greatly increases the relative rate of rotation between thespindle and sleeve. I p

On the end of the sleeve opposite the differential gears is a gear 14.In the arrangement shown in Figs. 1, 2, and 3 this is a spurgear, andmeshing with the upper and lower teeth are the teeth of racks 15. Theseracks are formed on rods that extend in opposite directions and areconnected with oppositelyfacing pistons 16, that are free to reciprocatein short cylinders 17, supported by the bottom of the case on oppositesides of the spindle.

The pistons are cylindrical in form and are provided withoppositely-facing cup-packings 1S and packing-retaining rings 19.Extending from each of the pistonsis a semicircular hub 20. Each ofthese hubs fits the back of and aids to retain in position thepiston-rod that is connected with the opposite piston, so that therack-teeth will properly mesh with the gear-teeth. These hubs alsoassist in guiding the pistons in their movements into and out of thecylinders. The piston-rods loosely fit into openings through thepistons, and they push the pistons in by means of shoulders 21"throttle-valve is being opened.

but when drawing out the pistons the shoul-- ders will move away fromthe packings and permit the entrance of air into the cylinders throughthe pistons and thus facilitate the movements of the mechanisms when theThis manner of connecting the pistons relieves the spindle and bearingsfrom onesided strain, for the pistons work in opposite directions, andthe rack-teeth of one engage the top and the rackteeth of the otherengage the bottom teeth of the gear on the sleeve that is rotated by themotion of the differential gears. In this form the pistons aid inretaining the racks in position and the piston-rods with the racksassist in guiding the pistons in their movements, so there will be nojamming or binding.

In the form of connection illustrated by Fig. 4 of the drawings thedriving-spindle is provided with a spiral gear 26that is, a gear withteeth arranged as short portions of spirals or screw-threads of quickpitch. Meshing with this spiral gear is a spiral gear 27, having teetharranged in the same manner and on the same angle. The gear 27 ismounted on a shaft 28, that is supported by a forked standard 29. Theshaft 28 is provided on one end with a right and on the other end with aleft hand screw-thread, and these screw-threads engagesimilarly-threaded hubs 30, projecting from the piston-heads. Therotation of the intermeshing spiral gears rotates the shaft, whichthrough engaging screw-threads causes the pistons to travel back andforth simultaneously in opposite directions in the oppositely-arrangedcylinders.

The differential gears permit a rapid and continued rotation of thespindle,which gives a quick and extended movement to the operating partsand so greatly reduces the speed that the pistons are obliged to movebut a very short distance and to travel but slowly. The arrangement ofoppositely-working pistons in oppositely-facin g cylinders permits thisgreat reduction of speed and movement and still provides a powerfulcontrolling means, for the combined areas of the pistons workingoppositely is large, and although moving but short distances theresulting action of both is such that perfect and sure control canbe,with a short movement, exercised over a powerful and rapid-runningdriving means.

The arrangements shown permit the use of powerful actuating means, andthis enables the closer to be used successfully with largethrottle-valves as well as small. The relations of the controllingmechanisms are such that the rotating parts are relieved of unduestrains. The controlling mechanisms placed in the manner described canbe made very compact,for powerful control is exercised with a very shortmovement of the pistons. This also permits a perfect working device tobe built by ordinary labor in an inexpensive manner.

I claim as my invention 1. In combination with the motive mechanisms ofa throttle-valve closer, cylinders located on opposite sides of thedriving-spindle,-

a speed-reducing mechanism connected with the driving-spindle,andoppositely-facing pistons movable within the cylinders and provided withparts connected by intermeshing teeth with the speed-reducing mechanismand. adapted to be given very slow short rectilinear movements inopposite directions in the cylinders by the rotation of the speed-reducing mechanism and connected parts, substantially as specified.

' 2. In combination with the motive mechanisms of athrottle-valve'closer, a plural number of cylinders located on differentsides of the driving-spindle, a speed-reducing mechanism connected withthe driving-spindle, and a plural number of pistons movable within thecylinders and provided with parts connected by intermeshing teeth withthe speedreducing mechanism, which parts are so arranged that thepistons move simultaneously oppositely and each of the parts assists inguiding the opposite piston from that to which it is connected,substantially as specified.

JOHN R. REYNOLDS.

Witnesses:

H. R. WILLIAMS, E. W. FOTHERGILL.

